Drydocking

Normal dry-dock period once every 2 years.

Standard items:
Hull cleaning and surface preparation. Survey of ships bottom (sighting the bottom). Anchors- including ranging and marking, turned end to end. Chain locker- chipping, painting, bitter end and chain locker educting system. Sea v/v and sea chest to be inspected, overhauled and painted. Anodes- location, weight and size. Inspection and overhaul and load test of lifting equipment. Tank, hold and closing appliances to be to be inspected and overhauled.

Repair items:
Renewal of piping. Cargo handling equipment. Hatch closing arrangement. Bulkhead leaks. Replacement of ships side rails. Electrical cables. Fire fighting equipment.

Documentation:
Check and consult with the master the following: General arrangement plan. Shell expansion plan. Fire plan. Repair list. Plug plan. Stability data. Cargo plan if docking with cargo- inform shore authorities for shoring and position of shoring required. Rigging plan. Inform dock authorities in plenty of time regarding any projections on the hull. Post docking information if any.

 Stability aspect (chief officers duties before entering the dock): Free surface effect in tanks to be removed or reduced.

 GM to be positive when going to the dry-dock and throughout the critical period. When going out ships constants will changemud, new plates, etc.

 Consult dock authorities for required draft and trim. Generally a small trim by stern is required. More the trim the more the critical period. 1. All round sounding of all tanks.

On board preparations:
Hatches and beams stowed in position. Derricks and cranes stowed in position. Adequate fendering required. FFA ready. Inform head of all departments. Inform c/e to take shore power facilities. Required notices posted. Security- lock up spaces. Rig fenders

Logging down events:

Time the dock gates open. Time vessel enters the dock (bow and stern). Time dock gates close. Pumping out commenced. Time Lines ashore. Time the vessel touches the blocks. Time all sewn on the blocks forward and aft. Dock draining completed. Time gangway walkable. Vessel certified gas free. Utilities connected.

When coming out:

Time when authority to flood certificate has been signed. Time flooding commenced. Time all lines cast off. Time dock gates open. Time vessel clears lock gates forward and aft.

When in the dock:

Have documentation ready and repair list. Sound all tanks once again. Tank plugs when being removed sight their removal and retained. Close all overboard discharges. 2 means of safe access. Take over facilities from docking master.

Facilities from docking master:

Toilets. Electric shore connection. Fire line pressurised, fire men on board. Emergency numbers. Bonding wire. Garbage disposal. Gas free certificates. Hotwork permits.

When coming out of the dock:

Check that all repairs have been done to satisfaction. All departments to also to check. Checks that all plugs removed to be placed back in position and have been visually sighted. Any securing on echo sounder or logs to be removed. Propeller and rudder to be clear of any obstruction. Any loose objects or staging overhanging on ships side to be removed. General check on the anchor- anchor secured and marked.

When coming out of the dock:

Check that the overboard is clear. I shall be the last person to leave the dock. All soundings to be same as before when the vessel entered the dock. Recalculate stability, trim and +ve GM to be maintained throughout. Go through the checklist- obtain satisfied and written from the master. Sign Authority to Flood Certificate. Flooding stopped before rising the forward to check if overboard valves are not leaking.

Why enter the dock with a small stern trim:

Sole Piece is the strongest part of the ship. Dragging ship head to centreline is easier. Gradual loss of GM.

Work on cable:
Cable is ranged and inspected visually for any damage or hairline fractures by hammering each link. If any part of the cable is corroded and worn more than 10% of diameter then it should be renewed. Anchor is changed end to end- all parts of the cable experience equivalent stresses over the years. Remarking of the cable. Overhauling of the bitter end.

Why do soundings have to be taken and recorded before entering a dry dock and leaving one?
To ensure similar stability state at the time of leaving the dock as it was when entering.

We are tired

Lets have a break

Fire situations
At all times muster crew and take a head count.

Fire in port (cargo operations or bunker operations):

Raise the alarm. Inform port authorities. Inform the Master. Cease cargo or bunker operations. Caste off bunker barge that is alongside. Non essential persons to be sent ashore. One man standby at the gangway with cargo plan, fire wallet, international shore connection to act as a guide for shore fire party.

Fire in port (cargo operations or bunker operations):

Muster all crew- head count. Fire party briefed. Proceed to scene off fire and investigate. Shut down all ventilation. Start emergency fire p/p. Try to fight the fire by conventional means. Maintain boundary cooling at all times. After fire brigade comes-

 Hand over fire wallet. Co-ordinate closely and assist as required. Constant check on stability at all times.

 If cargo space fire- close and batten down hatches. If accommodation fire then isolate all electrical circuits.

Cargo space fire (at sea):

Raise alarm. Inform master. Reduce speed. If fire is forward then bring wind to the quarter and if fire is aft then bring wind to aft. Muster all crew- head count. Fire party briefed. Proceed to scene off fire and investigate. Shut down all ventilation. Start emergency fire p/p. Try to fight the fire by conventional means.

Cargo space fire (at sea):

Maintain boundary cooling at all times. Refer to the cargo plan with regard to the type of cargo on fire and if any dangers associated with it. Commence boundary cooling and check adjacent compartment for additional fire risk. Consider ballasting the adjacent tanks after calculation of GM of the vessel. Inject fixed CO2. Investigate port of refuge facility and inform port authorities.

Accommodation fire at sea:

Raise alarm. Inform master. Muster all crew- head count. Fire party briefed. Proceed to scene off fire and investigate. Shut down all ventilation. Start emergency fire p/p. Try to fight the fire by conventional means. Maintain boundary cooling at all times.

Accommodation fire at sea:

Close all watertight and fire doors. Isolate electrical circuits. Boundary cooling. Fire fighters to work in pairs properly equipped- investigate and tackle the fire by conventional means

Galley fire at sea:

First six points as above. Due regards to be given to the type of extinguishing agent being used Foam- oil stoves. DCP- electrical fires. CO2 can be used as smothering agent.

Fire at sea: (engine room)

Raise the alarm. Inform the master Reduce the vessels speed. Engage manual steering. Display n.u.c. lights. Weather reports, open communication with other vessels in the vicinity and send urgency signal. Close all ventilation, fire and watertight doors.

Fire at sea: (engine room)

Muster all crew- take a head count. Emergency fire p/p running. Isolate all electrical units. Commence boundary cooling. Fight fire by conventional means. Main fire party to be properly equipped. Back up party ready at all times. C/O not to enter as he monitors progress and communication with the bridge. Proper communication between bridge and engine room. Keep bridge informed accordingly of sequence of events.

At all times fire fighters to be well equipped with breathing apparatus and fireman suit. Checks on apparatus must be carried out prior to entering space.

The End

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